Self-igniting oil motor



April 28, 1931.k F, LANG SELF IGNITING OIL MOTOR Filed March ll Fig. 7

Patented pr. 28,1931

UNITED STATES PATENT oFFlcE FRANZ LANG, OF STUTTGART, GERMANY, -ASSIIGN'OB. TO ACRO AKTIENGESELISCEAIT, 0F KUSSNACHT ON THE RIGI, SWITZERLAND SELF-IGNITIN G OIL MOTOR Application iled March 11, 1926, Serial No.

This invention relates to self-igniting mo# tors in which the chamber wherein the air is compressed by the piston on its compression-4 stroke is subdivided into at least two cham- 5 bers which communicate by at least one aperture having a throttling cross-sectional area. One of the chambers at least is arranged to be reduced in size or'volume as the compression proceeds so as to force a iiow of comressed air into the other chamber or chamers through a throttling constriction of the aperture or communication. According to the invention the parts are so arranged and constructed that fuel injected into the chamber before the end of the compression-stroke in a direction toward, or practically toward, the constriction meets such air-flow in a funnel-shaped space ta ering toward and -arranged in advance o the constriction. More speciicall under this invention at least a portion o the walls of the compartment with fixed volume is arranged in a fixed relation to the cylinder of the motor and the compression is increased to such a degree, that the charge of mixed fuel and air, even at the normal starting of the cold engine, is ignited without requiring any auxiliary igniting device.

In the accompanying drawings, in which seven forms of construction of the subject matter of the invention are'illustrated in a diagrammatical manner,

Figs. l to 7 each show the respective forms of construction in vertical lonfgitudinal section through the upper parts o cylinder and piston in the position of highest compression and Fig. 8 is a detail view of the pistons employed in the modification according to Fig. 7.

The parts which are not necessary for the understanding of the invention have been omitted in the drawing.

In all sevcn modifications the cylinder is indicated by the reference character Z, the piston by a or a. respectively, the two compartments of the compression chamber by b and d and the fuel nozzle arranged on the cylinder by c. The two compartments b and 50 d are connected with each other at least dur- 94,069, and in Germany February 14, 1926.

The transit from the chamber d to the.

throttling constriction f is formed b a fun-l nel-shaped mixing passage g, Whic latter materially assists in the i bustion, as experience has s Own. This funnel-shaped passage or mixing chamber, as shown, lies between the fuel-injector-nozzle c and the throttling constriction and tapers from the nozzle c to the constriction f, the nozzle being at the widest portion of the funnel-shaped passage or chamber.

The operation of the engine according to Fig. 1 is as follows: The air entering into the cylinder during the suction stroke is compressed during the next stroke, whereby a risk flow of air through the throttling constriction f into the supplemental compartment b arranged on the cylinder is produced. The fuel nozzle c has the same longitudinal axis as said constriction, so that at least a portion of the fuel is injected into the core of the air current. This fuel inected through the nozzle towards the end o the compression stroke contacts already in the mixing funnel g, that means before the constriction f, with the air flowing into the compartment b and being heated and ignited on account of the compression, the compressed air stored in said compartment b flowing through the constriction into contact with the mixture to support and maintain the combustion as the piston recedes.

The second modification according to Fig. 2 is differentiated from the first one only in constructional regard, while the operation, especially the flow of the air and mixture currents are the same. In the engine according to Fig. 2 a removable cylinder cover k is provided, on vwhich as well the receptacle containing the supplemental compartment ition and com- This constructional feature is especially tion, as in such cases only the cylinder cover must be changed.

The third modification too, illustrated in Fig. 3 is differentiated only in constructional regard from the first form of construction. In the same manner, as in Fig. 2, here also a removable cylinder cover h is provided, but this modification has a further advantage as compared with the second modification. In the modification of Fig. 2 the receptacle containing the compartment b and the nozzle must be secured each singly to the cylinder cover, while in the modifica-tion according to Fig. 3 both parts are united in one piece z'. The latter contains said two parts, which in accordance with the changing conditions of. operation must be replaced .the most fre uently, and it is more simple and suitable or this urpose to loosen only one connection with t e cylinder cover than two such connections as in Fig. 2.

In the modification according to Fig. 4 the supplemental compartment is arranged on the cylinder as lateral crop-like structure. In this construction the bottom of the piston, when approaching the illustrated dead center positlon assists in forming the throttlin constriction f and the mixing funnel e flow of the air and fuel current before the ignition roceeds quite similar to the previous modi cations and can be understood forthwith. When the piston again descends after the ignition, it automatically increases the cross sectional area of the throttling connection between the compartments b and d, .so that in this construction the charge, present in the ace b, can relax without great throttlingA osses and accordingly more easily, than m the previously described constructions.

In the modification according to Fig. 5 also thesupplemental com artment is arranged quite slmilarly asin t e just described construction. Again the correspondingly recessed bottom of the piston assists in forming the mixing funnel g, the remaining part of which'lies in a groove of the cylinder cover. Especially notable in this modification is the long mixing path, oiered to the fuel and to the air. y

The modification according to Fig. 7 refers to an engine with two pistons reciprocating in opposite directions in one cylinder, but otherwise differentiates only slightly from the previously described modification. The

recesses of the bottoms of the two pistons, forming the mixing funnel g, are shown in side-view in Fig. 8.

In the modification according to Fig. 6 again an engine with oppositelyl reci rocating pistons is illustrate In contra istinc- Ation to all other modiiications in this form of construction two' compartments b and two nozzles c are provided. Furthermore and also in contradistinction to the previously described forms of construction the bottom of the piston a assists towards the end of the compression stroke in forming the two compartments b and also the required throttling place f and the common mixing space g.

The nozzles c and accordingly also the two compartments b suitably are arranged in such a manner, that the jets ejected from the nozzles pass each other, without contacting. The divided arrangement o the additional combustion s ace in the piston and in the cylinder can lie employed, of course, also in engines with a single piston.

The shape of the compartment b, the walls of which are at least partially in a fixed relation to the cylinder walls, and the arrangement of said compartment are not restricted, of course, to the formssillustrated in the drawing. The compartment b can be subdivided inany desirable manner, without deviating from the basic idea of the invention, if such a procedure appears to be necessary and advantageous.

It is not necessary, that the throttling constriction consists, as shown in the drawing, of one singlenarrow aperture, but it may be composed also of several narrow apertures or slots of any suitable shape.

In the drawing only engines with airless fuel injection are illustrated, but the invention can be applied also to such self igniting oil motors, in which the fuel is injected with air.

The invention relates in an equalmanner to four-cycle and two-cycle engines.

It is clear, that a motor constructed according to the invention and being provided with a starting device, by which the motor is started under normal conditions, can also be started by hand in case said startin device should fail to act, however in suc an abnormal case it can not be expected that the engine starts without being fed with heat from the outside.

I claim:

l. In an oil-motor for self-ignition comprising a cylinder and a piston cooperating to form a compartment arranged to be reduced in volume by the piston, said cylinder being provided with a second compartment of fixed dimensions communicatingwiththefirst compartment by a passage tapering from the first compartment toward the second compartment and a throttling constriction between the tapering passage and the second compartment, in combination with a fuel-in jector arranged in advance of the tapering passage to inject fuel into and toward the same substantially at the end of the compression-stroke of the piston, said piston being arranged to compress the air in said compartments soA highly as to ignite by the heat of compression fuel injected into said highly compressed air.

2. In an oil-motor for self-ignition comprising a cylinder and a piston cooperating to form a compartment arranged to be reduced in volume by the piston, said cylinder being provided with a second compartment of fixed dimensions communicating with the first compartment by a passage tapering from the first compartment toward the second compartment and a throttling constriction between the tapering passage and the second compartment, in combination with a fuel-injector Whose axis coincides with the axis of the tapering passage in which is arranged in advance of the tapering passage to inject fuel into and toward the same substantially at the end of the compression-stroke of the piston, said piston being arranged to compress the air in said compartments so highly as to ignite by the heat of compression fuel injected into said highly compressed air.

3. -In an oil-motor for self-ignition comprising a cylinder and a piston cooperating to form a compartment-arranged to be reduced in volume by the piston, a second compartment of iixed volume opening into the first compartment and a fuel-injector arranged to inject fuel toward the end of the compression stroke, in combination with a passage tapering toward t-he second compartment and between the same and the fuel'- injector and communicatin with the second. compartment by a throtting constriction, said piston being arranged to compress the air in said compartments so highly as to ignite by the heat of compression fuel injected into said highly compressed air.

4. In an oil-motor for self-ignition comprisinga cylinder and a piston cooperating to form a compartment arranged to be reduced in volume by the piston, a second compartment of fixed volume opening into the first compartment and a fuel-injector arranged to inject fuel toward the end of the compression stroke,.in combination with a' passage tapering toward the second compartment and between the same and the fuel-im jector and communlcating with the second compartment by a throttling constriction, the

second compartment being imperforate and unobstructed in its interior, said piston being arranged to compressthe air in said compartments so hi hly as to i ite by the heat of compression el injecte into said highly compressed air.

5. 1n an oil-motor for self-ignitioncomprising a cylinder and a piston cooperating to form a compartment arranged to be reduced in volume by the piston, a second compartment of fixed volume openin into the first compartment and a fuel-injector arranged to inject fuel toward the end of the compression stroke, in combination with a passage coinciding axially with the fuelinjector and taperingtoward the second com# partment and between the same and the fuelinjector and communicatin with the second compartment by a pthrott g constriction, said piston being arrangedto compress the air in saidV compartments so highly as to ignite by the heat of compression uel inject# ed into said highly compressed air.-

6. In an oil motor for self-ignition comprising a cylinder and a piston working therein cooperating to for ma chamber arranged to be reducedin volume by the piston, said cylinderv being provided with a chamber of fixed volume connected with the first chamber by a throttling restriction, a fuel injector, a`funnel-shaped mixing chamber tapering from the injector toward the throttling restriction and forming part of the first chamber arranged between vthe fuel injector and the throttling restriction, said piston arranged to compress the air in said chambers so hi hly as to ignite by the heat of compression uel injected into said highly compressed air, said fuelinjector arranged to inject fuel substantially at the end rof the compression stroke into the highly compressed air in the .mixing chamber, thenozkzle of said fuel injector lying outside of and separate from the lixed volume chamber.

In testimony whereof I have fixed my ,si ature.

gn FRANZ LAN G.

hereunto af- 

